Test drive of the Mazda CX-5 2.0 Skyactiv-G: swimming against the current

The SUV segment is in great shape, and the competition in the category is fierce. With so many players, it is increasingly difficult to offer a different product capable of standing out from the crowd.

This is precisely the specialty of Mazda, and without making much noise, the Japanese brand has a truly interesting range. We have tested one of the fundamental pillars of the range, the Mazda CX-5, the manufacturer’s proposal to compete in the particularly crowded compact SUV segment.

A few months ago we had the opportunity to put the Mazda CX-3 2021 to the test, the smaller sibling of our protagonist. As with the entry-level model in the Mazda SUV range, the CX-5 shows very similar virtues.

The second generation of the Mazda CX-5 went on sale in 2015, although it was updated in 2017 and received a final refresh in 2020. While the changes from the first version of the second generation are notable, the differences with the “2.0 variant” are not so pronounced, so the question is this: can the Mazda CX-5 compete with its latest-generation rivals? Let’s find out.
A timeless design

The Mazda CX-5 belongs to the

compact SUV

segment, which means its main rivals are models we have already tested, such as the Seat Ateca, the Hyundai Tucson or the Skoda Karoq.

Its lines perfectly reflect the “Kodo” design philosophy of Mazda, characterised by sharp, clean features that have defined the look of its models for some years now. The front of the Mazda CX-5 is dominated by a large front grille underlined by a chrome-finish trim that fades into the sharp Full LED Adaptive headlights.

The profile of the Mazda CX-5 still shows very simple shapes, with a single crease that starts at the apex of the front headlights and runs through the doors, forming a descending line that reaches the pronounced rear wheel arches.

The rear completes the ensemble with horizontal taillights of very slashed shapes and something noteworthy today: a pair of rear exhaust outlets that, rather than following prevailing trends and incorporating decorative trims with odd shapes, appear discreetly and without frills below the large rear reflectors.

The unit we tested came with the Homura trim level, which, at an extra cost of 4,700 euros over the entry-level Origin finish, includes features such as 19-inch alloy wheels in gloss black and various bodywork details painted in Piano Black, such as the B and C pillars and the mirrors.

The eternal question: Premium or mainstream?
Mazda has spent years bringing its product range closer to the premium segment

, which becomes clear as soon as we open the door of the Mazda CX-5. The quality of finishes and fit found in the interior of the Japanese SUV has little to envy from rivals that in theory play in a different league. Details such as the leatherette dashboard with its elegant stitching running across it, or the real aluminium trim, help achieve this result.

One of the areas where Mazda made the greatest effort in giving its model a facelift is the interior technology. For this reason, the brand’s compact SUV has integrated the new

7th-generation MZD Connect, whose presence is evident thanks to the large 10.25-inch central screen of the multimedia system.

The infotainment system has simple and intuitive operation and is now compatible with Android Auto and Apple CarPlay. One of the features that sets it apart from the competition is that its functions are controlled through a control panel placed on the centre console. Mazda’s bold decision to eliminate touch control from its screens leaves no one indifferent, and it may be liked or considered a step backwards.

We come out firmly in favour of this type of controls, since its ergonomics are perfect and, using the rotary selector, we can access all the functions quickly and easily without taking our eyes off the road. Mazda remains a champion of traditional buttons and selectors, so the climate control is also operated by the classic dials, and we won’t have to navigate endless menus and submenus to change the cabin temperature. Bravo Mazda!

At the driver’s position, the Mazda CX-5 has an instrument cluster we could describe as “hybrid”, since while the rev counter and the temperature and fuel level gauges are analogue, the speedometer is projected onto a square screen with a chrome frame above it which, despite its attractive finish, offers no advantage over the previous fully analogue instrument cluster.

There is also a Head-Up Display that projects a good amount of information – speed, traffic signs or route instructions – directly onto the windscreen, leaving behind the previous transparent panel used in the earlier generation of the system.

The list of safety assistants available on the new Mazda CX-5 is another area in which the Japanese brand has worked hard in its latest update. As a result, there are features such as advanced blind-spot monitoring with rear cross-traffic alert, city braking assistance with pedestrian recognition, pre-collision emergency braking, adaptive cruise control and driver fatigue detection.

A spacious and well-equipped cabin

The Homura trim level

adds some interesting details inside to justify those nearly 5,000 euros of extra cost over the most basic version. For example, the comfortable seats are upholstered in a leatherette and Alcantara material with red stitching that gives them a very sporty look. If this trim is chosen, music lovers can enjoy their favourite songs thanks to the premium Bose sound system with 10 speakers.

The rear-seat space in the Mazda CX-5 is very adequate, with more than enough room for two passengers to travel in complete comfort. One of the novelties of the model’s latest update is the ability to recline the rear seatbacks. Another comfort feature we liked at the back is the central armrest, which integrates two cup holders and a small compartment with two USB sockets for charging electronic devices.

The Mazda CX-5’s boot has a capacity of 506 litres in petrol-engined versions, a figure that drops to 494 litres in versions with diesel engines. This figure places it around the segment average, outperforming models such as the Kia Sportage (503 litres) but falling behind others such as the Seat Ateca (510 litres), the Hyundai Tucson (620 litres) or the Ford Kuga (645 litres).

Turbocharging, downsizing…? Mazda explores other paths

This sense of swimming against the current is also evident when we open the bonnet of the Mazda CX-5. The unit we tested fitted the 165 hp 2.0 Skyactiv-G engine

, a powerplant whose main characteristic is its naturally aspirated nature, another point of differentiation for the brand from its rivals.

While the industry is turning to small-capacity turbocharged engines, Mazda remains loyal to its roots with direct-injection engines. Although the kick of a turbo is unmatched, the smoothness and progressiveness of a naturally aspirated engine is also unmatched, so the Mazda CX-5 2.0 Skyactiv-G is a real benchmark in this respect.

Its 165 hp produces 213 Nm of torque, although, as is typical of this type of engine, we will have to explore the upper part of the rev counter to find its maximum thrust. The 2.0 Skyactiv-G is very sluggish below 3,000 rpm, so we will have to work the gearbox if we need extra power for, say, an overtaking manoeuvre.

Speaking of its transmission, the Mazda CX-3 2.0 Skyactiv-G can be paired with a six-speed manual gearbox or a torque-converter automatic for a little under 3,000 euros extra. Despite the comfort offered by an automatic transmission, every time we have tried a Mazda manual we have come to the same conclusion: buy the manual version! As well as saving a few euros, you will enjoy a gearbox whose feel is close to perfect.

One of the novelties of this engine is the new cylinder deactivation system, which allows two of the four cylinders to switch off when cruising and no great power demand is needed. The operation of this technology is completely imperceptible, so we would only know whether we are running on 2 or 4 cylinders if we open the energy flow monitor in the infotainment system.

This system saves fuel, especially on motorway journeys. This brings us to its consumption figures: after a week of mixed use in town and a good number of kilometres on motorways, the Mazda CX-5 2.0 Skyactiv-G recorded average consumption of around 8 l/100 km, a very reasonable figure.

Why choose the Mazda CX-5?

As we have said before, the compact SUV segment

has grown at a spectacular pace in recent years, so the Mazda CX-5 faces some very tough competition.

However, if you are looking for an SUV that offers great ride comfort, a quality of finish that has little to envy from any premium model, and good driving feel, there are few models in the segment capable of combining these characteristics at the

price of the Mazda CX-5.

The Mazda CX-5 2.0 Skyactiv-G with the Homura trim level starts at 34,450 euros – if you like the Polymetal Grey colour of the tested unit, you will have to pay another 550 euros. Considering the performance and equipment it offers, the Japanese SUV remains one of the most interesting alternatives in terms of product-to-price ratio.

Technical specifications of this car

Off-RoadMazda CX-57 versions · from 35,200 €